84690 Federal Register / Vol. 88, No. 233 / Wednesday, December 6, 2023 / Rules and Regulations 

management eligible; and must waive 

any age requirement unless it can prove 

that the requirement is essential to the 

performance of the duties of the 

position. 

(d) Acquisition of competitive status. 

A person appointed under paragraph (a) 

of this section acquires competitive 

status automatically upon appointment. 

(e) Tenure on appointment. An 

appointment under paragraph (a) of this 

section is career-conditional unless the 

appointee has already satisfied the 

requirements for career tenure or is 

exempted from the service requirement 

pursuant to § 315.201. 

PART 335—PROMOTION AND 

INTERNAL PLACEMENT 

■ 3. The authority citation for part 335 

is revised to read as follows: 

Authority: 5 U.S.C. 3301, 3302, 3330; E.O. 

10577, 3 CFR 1954–1958 Comp., p. 218; 5 

U.S.C. 3304(f); Pub. L. 106–117; Pub. L. 114– 

47, sec. 2(a) (Aug. 7, 2015), as amended by 

Pub. L. 114–328, sec. 1135 (Dec. 23, 2016), 

codified at 5 U.S.C. 9602. 

Subpart A—General Provisions 

■ 4. Add § 335.107 to subpart A to read 

as follows: 

§ 335.107 Special selection procedures for 

land management eligibles under merit 

promotion. 

A current or former land management 

employee of a land management agency, 

who is a land management eligible, as 

defined in § 315.613(b)(3) of this 

chapter, may compete, if otherwise 

qualified for: 

(a) A permanent position at any 

agency (including, but not limited to, a 

land management agency), in 

accordance with the provisions of 

§ 315.613 of this chapter, when that 

agency is accepting applications from 

individuals outside its own workforce 

under merit promotion procedures. A 

land management eligible so selected 

will be given a career or careerconditional appointment under 

§ 315.613; or 

(b) A permanent position at the land 

management agency with which the 

individual was most recently an 

employee, in accordance with the 

provisions of § 315.613 of this chapter, 

when the agency is accepting 

applications from individuals within 

the agency’s workforce under its merit 

promotion procedures. A land 

management eligible so selected will be 

given a career or career-conditional 

appointment under § 315.613. 

[FR Doc. 2023–26723 Filed 12–5–23; 8:45 am] 

BILLING CODE 6325–39–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2023–1050; Project 

Identifier AD–2022–00602–E; Amendment 

39–22620; AD 2023–24–04] 

RIN 2120–AA64 

Airworthiness Directives; Honeywell 

International Inc. Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Honeywell International Inc. 

(Honeywell) Model AS907–1–1A and 

AS907–2–1G engines. This AD was 

prompted by reports of compressor 

surge, including a dual engine 

compressor surge, during takeoff climb 

out through a steep temperature 

inversion, causing a loss of engine 

thrust control. This AD requires either 

the replacement of a certain electronic 

control unit (ECU) software version 

installed on AS907–1–1A engines with 

updated software or the replacement of 

certain ECUs installed on AS907–1–1A 

engines with ECUs eligible for 

installation. This AD also requires the 

replacement of certain ECUs installed 

on AS907–2–1G engines. The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective January 10, 

2024. 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2023–1050; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, any comments 

received, and other information. The 

address for Docket Operations is U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE, Washington, DC 

20590. 

FOR FURTHER INFORMATION CONTACT: 

Joseph Costa, Aviation Safety Engineer, 

FAA, 3960 Paramount Boulevard, 

Lakewood, CA 90712; phone: (562) 627– 

5246; email: joseph.costa@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Honeywell Model AS907– 

1–1A and AS907–2–1G engines. The 

NPRM published in the Federal 

Register on May 23, 2023 (88 FR 32980). 

The NPRM was prompted by several 

reports that Honeywell Model AS907– 

1–1A and AS907–2–1G engines 

experienced compressor surge, 

including an AS907–1–1A dual engine 

compressor surge, during takeoff climb 

out through a steep temperature 

inversion, which resulted in loss of 

engine thrust control. The FAA 

determined that the installed ECU 

software version logic locked the engine 

inlet total temperature (Tt2) at 60 knots 

on a takeoff roll and that reference Tt2 

remained locked until the aircraft 

reached 400 feet above ground level 

(AGL) or the pilot moved the throttle 

before reaching 400 AGL. The locked 

Tt2 is mathematically adjusted by the 

ECU software for altitude and Mach 

number changes as the takeoff 

progresses. During a climb to 400 feet 

AGL with a thermal inversion, the 

actual engine Tt2 can increase above the 

Tt2 that is being calculated by the ECU, 

which causes the compressor guide 

vanes’ (CGVs) and surge bleed valves’ 

(SBVs) positions to be off-schedule for 

the actual ambient conditions. 

Significant off-scheduling of the CGVs 

and the SBVs can lead to a compressor 

surge event. The compressor surge 

margin is decreased when scheduling is 

based on a colder Tt2 temperature than 

what the engine is actually running. 

Engine deterioration impacts 

compressor surge margin and can 

increase the likelihood of a dual engine 

compressor surge as the AS907–1–1A 

and AS907–2–1G engine fleets age. Dual 

engine power loss due to a temperature 

inversion may result in significant loss 

of airplane thrust, which could reduce 

the climb gradient and result in the 

airplane’s inability to clear obstacles. As 

a result, the manufacturer updated the 

software. 

In the NPRM, the FAA proposed to 

require either the replacement of a 

certain ECU software version installed 

on AS907–1–1A engines with an 

updated software version eligible for 

installation or the replacement of 

certain ECUs installed on AS907–1–1A 

engines with ECUs eligible for 

installation. The NPRM also proposed to 

require the replacement of certain ECUs 

installed on AS907–2–1G engines with 

ECUs eligible for installation. The FAA 

is issuing this AD to address the unsafe 

condition on these products. 


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Federal Register / Vol. 88, No. 233 / Wednesday, December 6, 2023 / Rules and Regulations 84691 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from 

three commenters. The commenters 

were Bombardier Inc. (Bombardier), 

Duncan Aviation, and Honeywell. All 

three commenters requested changes to 

the proposed AD. The following 

presents the comments received on the 

NPRM and the FAA’s response to each 

comment. 

Request To Update Software Update 

Language 

Bombardier requested that the FAA 

update the NPRM so that references to 

software are consistent. Bombardier 

noted that in the NPRM SUMMARY

section, the phrase ‘‘updated software’’ 

was used, while other portions of the 

AD refer to the ‘‘software version 

eligible for installation.’’ 

The FAA acknowledges the 

inconsistency and has provided detail 

about the updated software in the 

Background of this final rule. 

Request To Clarify Background 

Bombardier requested that the FAA 

include language in the Background 

paragraph of this AD to explain the 

effect of Tt2 locking on the SBVs. 

The FAA agrees. As a result, the FAA 

has added language to the Background 

paragraph of this AD to explain the 

effect of Tt2 locking and clarify the 

surge bleed valves that affect surge 

margin. 

Request To Update Unsafe Condition 

Description 

Bombardier requested that the FAA 

update the language in the unsafe 

condition of the NPRM Background and 

paragraph (e) of the proposed AD to the 

following: ‘‘may result in significant 

loss of overall airplane thrust which can 

lead to inability of the airplane to clear 

the AFM OEI net flight path (risk of 

obstacle collision).’’ 

The FAA partially agrees. The unsafe 

condition description in Background of 

this final rule was clarified to include 

‘‘which could reduce the climb gradient 

and result in the airplane’s inability to 

clear obstacles.’’ However, paragraph (e) 

of this AD was not changed as a result 

of this comment because the 

consequence remains consistent with 

the end-level effect if the unsafe 

condition is not addressed. 

Request To Correct the Costs of 

Compliance 

Honeywell suggested a change to the 

second sentence of the Cost of 

Compliance to remove an erratum. 

The FAA agrees and has changed the 

second sentence of the Costs of 

Compliance of this final rule to refer to 

AS907–2–1G engines installed on 

airplanes of U.S. registry. 

Request To Update Labor Cost 

Bombardier questioned why the workhours for removing the ECU for the 

AS907–1–1A engine are less than the 

work-hours for removing the ECU for 

the AS907–2–1G engine. 

The FAA acknowledges that the 

estimated work-hours should be the 

same for removing an ECU from both 

engine models. However, the FAA 

estimated one ECU will need to be 

replaced in the AS907–1–1A fleet. 

Therefore, the FAA estimated 1 workhour to replace the ECU and 1 workhour to complete the power assurance 

run for one engine. The FAA did not 

change this AD as a result of this 

comment. 

Request To Clarify Estimated Costs 

Table 

Honeywell noted that the structure of 

the Estimated Costs table is such that 

the total or individual engine model 

fleet cost to the U.S. registered operators 

is not clearly presented. 

The FAA agrees and has clarified the 

Costs of Compliance of this final rule. 

The cost per product columns reflect the 

estimated costs per engine. The AS907– 

1–1A cost to replace ECU software was 

moved to the Estimated Costs table to 

show a total fleet cost assuming all 

ECUs receive the software upgrade. The 

cost to replace the AS907–1–1A ECU 

remains unchanged. The FAA has no 

way of knowing how many AS907–1– 

1A engine operators will replace the 

ECU instead of the software. 

Request To Change the Expression of 

Compliance Times 

Duncan Aviation and Honeywell 

requested that the FAA change the 

expression of compliance times 

throughout Tables 1 and 2 of the NPRM 

to be more concise. Each of the two 

commenters suggested slightly different 

phrasing of compliance times. Each 

suggested removal of the terms ‘‘before 

exceeding’’ and ‘‘hours time-in-service 

(TIS).’’ Duncan Aviation and Honeywell 

requested the order of ‘‘whichever 

occurs first’’ and ‘‘after the effective date 

of this AD’’ be reversed. Duncan 

Aviation stated that ‘‘hours TIS’’ could 

be misinterpreted as time since new. 

The FAA agrees that the expression of 

compliance times should be clear. The 

FAA clarifies that ‘‘hours TIS’’ is 

equivalent to flight hours. The FAA 

changed the compliance times in Table 

1 to paragraph (g)(1) and Table 2 to 

paragraph (g)(2) of this AD to read as 

follows: Within X months/years or Y 

flight hours after the effective date of 

this AD, whichever occurs first. 

Request To Correct ECU Software 

Version Number 

Honeywell requested that the FAA 

change the ECU software version 

number in paragraph (g)(1) of the 

proposed AD from ‘‘AS907_1011’’ to 

‘‘AS907_1001.’’ Bombardier requested 

that the FAA change the ECU software 

part version number in paragraph (g)(1) 

of the proposed AD from ‘‘AS907_1011’’ 

to ‘‘AS907–1001.’’ 

The FAA agrees with changing the 

ECU software version number in 

paragraph (g)(1) to ‘‘AS907_1001’’ 

because ‘‘AS907_1001’’ is the correct 

nomenclature. 

Request To Update Definitions 

Bombardier requested that the FAA 

change the part/version numbers 

defined as eligible for installation. 

Bombardier requested that the 

definitions change from excluding 

certain part/version numbers to 

requiring certain part/version numbers 

because older versions of software will 

not address the unsafe condition. 

The FAA partially agrees. While these 

items may be the only items currently 

eligible for installation, the definitions 

also allow future approved items. This 

mitigates the need for an alternative 

method of compliance (AMOC) for 

future software versions or ECU P/Ns. 

There is no version of software older 

than AS907_1001 for the AS907–1–1A 

engine. The FAA did not change this 

AD as a result of this comment. 

Conclusion 

The FAA reviewed the relevant data, 

considered any comments received, and 

determined that air safety requires 

adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. Except for minor editorial 

changes, and any other changes 

described previously, this AD is 

adopted as proposed in the NPRM. 

None of the changes will increase the 

economic burden on any operator. 

Costs of Compliance 

The FAA estimates that this AD 

affects a total of 853 engines installed on 

airplanes of U.S. registry. The FAA 

estimates that 175 AS907–2–1G engines 

installed on airplanes of U.S. registry 

will require replacing two ECUs per 

engine. 

The FAA estimates the following 

costs to comply with this AD: 


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84692 Federal Register / Vol. 88, No. 233 / Wednesday, December 6, 2023 / Rules and Regulations 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Replace AS907–2–1G ECUs (2 per engine) .. 5 work-hours × $85 per hour = $425 ............. $109,044 $109,469 $19,157,075 

Replace AS907–1–1A ECU software (2 per 

engine).

5 work-hours × $85 per hour = $425 ............. 0 425 * 288,150 

* The FAA assumes that all 678 AS907–1–1A engines installed on airplanes of U.S. registry will replace the software in two ECUs per engine. 

Honeywell Model AS907–1–1A operators may replace the ECU instead of replacing the software to comply with this AD. For replacing the ECU, 

the FAA estimates the following costs: 

Action Labor cost Parts cost Cost per 

product 

Replace AS907–1–1A ECU (per ECU, per engine) .... 2 work-hours × $85 per hour = $170 ........................... $61,162 $61,332 

The FAA has included all known 

costs in its cost estimate. According to 

the manufacturer, however, some of the 

costs of this AD may be covered under 

warranty, thereby reducing the cost 

impact on affected operators. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

The FAA is issuing this rulemaking 

under the authority described in 

Subtitle VII, Part A, Subpart III, Section 

44701: General requirements. Under 

that section, Congress charges the FAA 

with promoting safe flight of civil 

aircraft in air commerce by prescribing 

regulations for practices, methods, and 

procedures the Administrator finds 

necessary for safety in air commerce. 

This regulation is within the scope of 

that authority because it addresses an 

unsafe condition that is likely to exist or 

develop on products identified in this 

rulemaking action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Will not affect intrastate aviation 

in Alaska, and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

2023–24–04 Honeywell International Inc.: 

Amendment 39–22620; Docket No. 

FAA–2023–1050; Project Identifier AD– 

2022–00602–E. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective January 10, 2024. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Honeywell 

International Inc. (Honeywell) Model AS907– 

1–1A and AS907–2–1G engines. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 7300, Engine Fuel and Control. 

(e) Unsafe Condition 

This AD was prompted by reports of 

compressor surge, including a dual engine 

compressor surge, during takeoff climb out 

through a steep temperature inversion, which 

caused a loss of engine thrust control. The 

FAA is issuing this AD to prevent loss of 

engine thrust control. The unsafe condition, 

if not addressed, could result in reduced 

controllability of the airplane, loss of control 

of the airplane, reduced ability of the flight 

crew to maintain the safe flight and landing 

of the airplane, and loss of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

(1) For AS907–1–1A engines with an 

electronic control unit (ECU) having part 

number (P/N) 2119576–1011 and software 

version AS907_1001 installed, before 

exceeding the applicable compliance time in 

Table 1 to paragraph (g)(1) of this AD, either 

replace software version AS907_1001 with a 

software version eligible for installation; or 

replace the ECU with an ECU eligible for 

installation. Either the software or ECU must 

be replaced for all four ECUs installed in 

both airplane engines at the same time. 

Note 1 to paragraph (g)(1): Guidance for 

removing and replacing the ECU software or 

removing and replacing the ECU may be 

found in Honeywell Service Bulletin (SB) 

AS907–76–9031, Revision 2, dated May 15, 

2022. 

TABLE 1 TO PARAGRAPH (g)(1)—MODEL AS907–1–1A ENGINES

Engine time since new (TSN) Compliance time 

Greater than 5,000 hours TSN ................................................................. Within 12 months or 400 flight hours (FH) after the effective date of 

this AD, whichever occurs first. 

3,000 to 5,000 hours TSN ........................................................................ Within 18 months or 600 FH after the effective date of this AD, whichever occurs first. 


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Federal Register / Vol. 88, No. 233 / Wednesday, December 6, 2023 / Rules and Regulations 84693 

TABLE 1 TO PARAGRAPH (g)(1)—MODEL AS907–1–1A ENGINES—Continued 

Engine time since new (TSN) Compliance time 

Fewer than 3,000 hours TSN ................................................................... Within 24 months or 800 FH after the effective date of this AD, whichever occurs first. 

(2) For AS907–2–1G engines with serial 

numbers (S/N) P130101 through P130240 

that have not incorporated Honeywell SB 

AS907–72–9063, and for AS907–2–1G 

engines with S/Ns P130241 through P130336, 

and S/Ns P130101 through P130240 that 

have incorporated Honeywell SB AS907–72– 

9063, before exceeding the applicable 

compliance time in Table 2 to paragraph 

(g)(2) of this AD, replace any installed ECU 

having P/N 2119576–3001 or P/N 2119576– 

3002 with an ECU eligible for installation. 

All four ECUs installed in both airplane 

engines must be replaced at the same time. 

Note 2 to paragraph (g)(2): Guidance for 

removing and replacing the ECU may be 

found in Honeywell SB AS907–76–9014, 

Revision 6, dated October 10, 2022. 

Note 3 to paragraph (g)(2): Guidance for 

converting a standard flow compressor to a 

high flow compressor for improving surge 

margin may be found in Honeywell SB 

AS907–72–9063, Revision 1, dated July 31, 

2019. 

TABLE 2 TO PARAGRAPH (g)(2)—MODEL AS907–2–1G ENGINES

Engine type Compliance time 

Standard Flow Compressor AS907–2–1G engines (engine S/Ns 

P130101 through P130240 that have not incorporated Honeywell SB 

AS907–72–9063).

Within 2 years or 800 FH after the effective date of this AD, whichever 

occurs first. 

High Flow Compressor AS907–2–1G engines (engine S/Ns P130241 

through P130336 and engines that have incorporated Honeywell SB 

AS907–72–9063).

Within 7 years or 2,800 FH after the effective date of this AD, whichever occurs first. 

(h) Installation Prohibition 

(1) After the effective date of this AD, do 

not install an ECU having P/N 2119576–1011 

and software version AS907_1001 in any 

AS907–1–1A engine. 

(2) Do not install an ECU having P/N 

2119576–3001 or P/N 2119576–3002 in any 

AS907–2–1G engine if the ECU has exceeded 

the compliance time specified in Table 2 to 

paragraph (g)(2) of this AD. 

(i) Definitions 

(1) For the purpose of this AD, for the 

AS907–1–1A engine, a ‘‘software version 

eligible for installation’’ is a software version 

that is not software version AS907_1001. 

(2) For the purpose of this AD, for the 

AS907–1–1A engine, an ‘‘ECU eligible for 

installation’’ is an ECU that does not have P/ 

N 2119576–1011. 

(3) For the purpose of this AD, for the 

AS907–2–1G engine, an ‘‘ECU eligible for 

installation’’ is an ECU that does not have P/ 

N 2119576–3001 or P/N 2119576–3002. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, West Certification 

Branch, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. In 

accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the West Certification 

Branch, send it to the attention of the person 

identified in paragraph (k) of this AD and 

email to: 9-ANM-LAACO-AMOC-Requests@

faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(k) Additional Information 

For more information about this AD, 

contact Joseph Costa, Aviation Safety 

Engineer, FAA, 3960 Paramount Boulevard, 

Lakewood, CA 90712; phone: (562) 627– 

5246; email: joseph.costa@faa.gov. 

(l) Material Incorporated by Reference 

None. 

Issued on November 29, 2023. 

Victor Wicklund, 

Deputy Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2023–26636 Filed 12–5–23; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2023–1719; Project 

Identifier 2008–NM–202–AD; Amendment 

39–22621; AD 2010–26–05R1] 

RIN 2120–AA64 

Airworthiness Directives; Dassault 

Aviation Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; removal. 

SUMMARY: The FAA is removing 

Airworthiness Directive (AD) 2010–26– 

05, which applied to certain Dassault 

Aviation Model Falcon 10 airplanes; 

Model FAN JET FALCON, FAN JET 

FALCON SERIES C, D, E, F, and G 

airplanes; Model MYSTERE–FALCON 

20–C5, 20–D5, 20–E5, and 20–F5 

airplanes; and all Model MYSTERE– 

FALCON 200 airplanes; Model FALCON 

2000 and FALCON 2000EX airplanes; 

Model MYSTERE–FALCON 50 and 

MYSTERE–FALCON 900 airplanes; and 

Model FALCON 900EX airplanes. AD 

2010–26–05 required repetitive 

inspections for overpressure tightness 

on the pressurization control regulating 

valves and, if necessary, replacing the 

affected valve with a serviceable unit. 

The FAA issued AD 2010–26–05 to 

address failure of the pressurization 

control regulating valve (overpressure 

capsule), which will affect the aircraft’s 

overpressure protection. Since the FAA 

issued AD 2010–26–05, the FAA issued 

ADs 2021–04–20, 2020–02–13, 2020– 

03–24, 2020–03–19, 2020–01–13, 2023– 

05–15, 2023–04–10, 2023–02–13, 2023– 

04–18, and 2023–04–13 to address the 

unsafe condition. Therefore, the FAA 

has determined that AD 2010–26–05 is 

no longer necessary. Accordingly, AD 

2010–26–05 is removed. 

DATES: This AD becomes effective 

December 6, 2023. 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2023–1719; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, the mandatory 

continuing airworthiness information 

(MCAI), any comments received, and 

other information. The address for 

Docket Operations is U.S. Department of 

Transportation, Docket Operations, M– 


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